Automatic railway-switch.



Patented Feb. 18, 1913.

2 BHEETS-BHBET 1.

COLUMMIA PLANDUIIAIH CQ-IWAHHINQTON. n. c.

L. HASSELL. 1

AUTOMATIC RAILWAY SWITCH.

APPLICATION FILED 111m: 27, 1011.

1,053,596, Patented Feb. 18, 1913.

2 SHEETS-SHEET 2.

full it I F A/ Q- 3' I Mai/ I] V Z? '1 1"" 3514 I Otfovuct COLUMBIAILANOCll IAPH C0,, WASHINGTON, n. c.

UNITED sTAtpns PATENT oemon.

LON HASSELL, OF ADGER, ALABAMA, ASSIGNOR 0F ONE-HALF T0 ELIAS M.PARSONS, 0F ADGER, ALABAMA.

AUTOMATIC RAILWAY-SWITCH.

Specification of Letters Patent.

Application filed June 27, 1911.

Patented Feb. 18,1913.

Serial No. 635,645.

To all whom it may concern:

Be it known that I, LON I'IASSELL, citizen of the United States,residing at Adger, in the county of Jefferson and State of Alabama, haveinvented certain new and useful Improvements in Automatic RailwaySwitches, of which the following is a specification.

My invention relates to railway switches and particularly to automaticswitches 0perated automatically by the car when approaching a switch.

The improved switch is particularly designed to be used on turnouts,though not necessarily limited thereto, and the primary object of theinvention is the provision of a switch which shall be automaticallyshunted to connect a right hand turnout with the main track by a carapproaching from either direction on the main track, or to connecteither of the turnouts with the main track by the approach of a car oneither turnout.

Another object is the provision of positive means for guarding thejunction of the turnout rails so that the car wheels are not onlysupported continually from the switch point to the junction of the innerturnout rails, but a guard is provided preventing the inner ear wheelfrom leaving the track and guiding it positively onto the turnout rail,or onto the switch point, depending upon which direction the car isrunning.

Other objects will appear in the course of the following description.

My invention is illustrated in the accompanying drawings wherein:

Figure 1 is a plan view of my improved switch. Fig. 2 is a diagrammaticplan view of a main track provided with turnouts having my improvedswitch system applied thereto. Fig. 3 is a transverse section on theline 33 of Fig. 1. Fig. 4 is a transverse section on the line 4 -4 ofFig. 1 but showingv a car upon the track. Fig. 5 is a transverse sectionon the line 5-5 of Fig. 1. Fig. 6 is a perspective view of the lockingdevice for the switch.

Corresponding and like parts are referred to in the followingdescription and indicated in. all the views of the accompanying drawingsby the same reference characters.

Referring to these drawings, A designates a single track, A thecontinuation of the single track and B, B turnouts placed in the lengthof the single track so as to permit the cars to pass from the singletrack or main line onto the right hand turnout.

My invention consists in the provision of a switch or switches arrangedat each end of the turnout and adapted to connect either one of theturnouts with the main track, the switches being automatically actuatedso that as a car approaches from the right in Fig. 2, it willautomatically shift the switch so that the car may be directed from thetrack A onto the turnout B, or so that a car approaching from the trackA will be automatically directed from the right onto the turnout B, theturnouts being provided with means whereby as the car nears the maintrack, the switch will be shifted to connect the turnout with the maintrack. The mechanism whereby this is accomplished is as follows: Theinner rails 2 and 3 of the turnouts B and B meet at the points l.Supported on ties extending beneath these rails 2 and 3 and laterallyshiftable with re lation to the rails 2 and 3 are the frog rails 5 and6. These rails are angular in form and are spaced from each other asuflicient distance so as to permit the passage of the flange of awheel. The rails 5 and 6 are pivotally mounted or connected to the railsections 16 and 17 by means of fish plates or angle bars in the ordinarymanner, or these rails may be pivoted as at 7'to a cross tie. I haveshown the rails as being pivoted to the cross tie but I wish itunderstood that any pivotal support for the butt ends of the rails arewithin the terms of my invention. The free ends of the rails 5 and 6 arepivotally connected to a switch rod 9 which passes beneath the rails 2and 3, and which in turn is pivoted to a lever 10 pivoted at its middleas at 11 to a cross tie 12 which extends out beyond the outer rails ofthe turnouts B or B. The other end of the lever 10 is connected by a rod13 to certain switch operating devices to be later described. Preferablythe frog rails 5 and 6 rest upon the cross tie 12 upon which is placedthe wear plate 15 upon which the frog rails rest and slide. I do notwish, however, to be limited to the use of these wear plates.

It will be seen that by shifting the switch rod 13, the frog rails 5 and6 will be shifted so that in one position the angular end of the frograil 5 will contact against the side of the rail 2, while the main bodyof the frog rail will be in line with the rail 3, and

in the other position the angular end or wing of the frog rail 6 will bein line with the rail 2. The frog" rails 5 and 6 are spaced so far apartthat when one, as for instance the rail 5, is in contact with theadjacent main rail as the rail 2, a space will be left between the otherfrog rail 6 and the rail 3 sufficient to permit the passage of a wheelflange. It will also be seen that in this position the frog rail 6 forinstance will act as a guard rail, guarding the junction of the rails 2and 3 with the frog rail 5 and positively guiding the wheel either fromthe frog rail 5 onto the rail 3 or vice versa.

Extending divergently from the butt ends of the frog rails 5 and 6 arethe rail sections 16 and 17, and extending from these rail sections arethe switch points 18 and 19 which are pivotally mounted at their buttends in any suitable manner. As shown, these switch points are pivotedas at 20 to one of the cross ties but I wish it under stood that I canpivotally support the switch points by means of fish plates or anglebars if desired. These switch points 18 and 19 are beveled at their endsso as to fit closely against the inside faces of the main rails of trackA or A, and the points are supported at their forward ends upon wearplates 21 mounted upon the supporting tie 22. The switch points 18 and19 are pivotally connected near their ends to the transversely extendingswitch rod 23 which preferably extends between the tie 24; and

the tie 22, and which passes beneath the switch points and beneath therails of the turnouts.

The extremity of the switch rod 23 is connected to a. bell crank lever25 pivotally mounted upon a support which may be the extremity of thetie 24. The switch rod 13, previously referred to, is pivoted to a bellcrank lever 27, which is mounted upon the extremity of the tie 12. Thesebell crank levers 25 and 27 are connected by means of the connecting rod28 which is bifurcated at its ends and pivotally connected by means ofpins or bolts to the bell cranks 25 and 27. It will thus be seen thatwhen one of the switch rods is actuated, the other switch rod must bealso actuated. Thus when the switch rod 13 is moved in a direction tobring the frog 5 into contact with the rail 2, the switch rod 23 will bemoved in a direction to carry the switch point 18 into engagement withthe main rail and that thus a connection will be made between the mainline and the left hand turnout. When, however, the switch point 19 ismoved into engagement with the main rail, the frog rail 6 will be thrownover into contact with the rail 3 and a car approaching upon the maintrack will take the right hand turnout.

For the purposeof automatically throwingt-he switch points and the frograils, I provide devices which are mounted adjacent to one of the mainrails and adjacent to one of the turnout rails whereby a car as itapproaches a switch, either on the turnout or on the main line, willoperate the switch. As shown, the devices for operating the switch fromthe main line each consist of a support having the form of a blockdesignated 29 upon which is mounted an operating lever 30 pivoted at itsrear end as at- 31 to the block 29, the free end of the operating leverbeing preferably supported upon a wear plate 32 on the block. The innerface of the operating lever 30 is somewhat rounded so that it may bewedged outward. The free end is connected by a link 33 to a bell cranklever 34 mounted upon one of the cross ties, the free end of the bellcrank lever being connected to a bell crank 26 connected in turn to theswitch rod 23. VVhen the free end of the lever 30 is moved outward, orto 'the right, by an approaching car, the bell crank lever 34 will beturned, shifting the switch rod 23 to the left, thus moving the switchpoint 19 into engagement with the main rail and disengaging the switchpoint 18 from the main rail. At the same time the switch rod 13 will beshifted to the left, thus shifting the wing of the frog rail 6 intoengagement with the rail 3 and shifting the wing of the frog rail 5 outof engagement with. the rail 2. Thus a car approaching on the track Afor instance will so actuate the switch that it will be guided from thetrack A onto the turnout B, while a car approaching on the track A willso shift the adjacent switch that it will be guided onto the turnout B,that is, to the right.

In order that a. car upon either turnout may automatically actuate theswitch to connect the turnout with .the main line. I provide eachturnout with an actuating lever 35 pivoted upon a supporting block 36and having a rounded inner face. The free end of this actuating lever isconnected by a link 37 to a bellcrank 38 mounted upon the end of a crosstie or in any other suitable manner, and connected by means of aconnecting rod 39 to the bell crank 27. Thus a car on the turnout Bmoving to the right or toward the track A will, if the switch be pen,hrcss outward on the lever 35 thus actuating the bell crank 38 so as tothrow the rod, 13 inward, thus shifting the frog rail 5 so as to bringits wing into en gagement with the rail 2 and at the same time shift theswitch point 18 into engagement with the corresponding rail of the maintrack. Each of the turnouts is provided with similar mechanism foroperating the adjacent switch points. i

For the purpose of permitting the operation of the switch by hand, I mayconnect each of the switch rods 23 to any suitable switch stand. I haveshown for this purpose a switch stand having a vertical shaft 40provided with ahandle l1, the shaft 40 being cranked and connected byaconnecting rod L2 to the switch rod 23. By turning the shaft -:t0 inone or the other direction, the switch points 18 and 19 and the frogails 3 and (5 may be shifted as before described. At the same time theswitch stand will not. prevent the automatic actuation of the points andfrog rails as before described unless the switch lever be locked.

In order to prevent the accidental shifting of the points and frog railsto an intermediate position by the jar of a passing train, I provideyielding locking mechanism For the switch points. As illustrated, theswitch bar 23 is formed with the notches 43 on opposite sides, thesenotches being longitudinally spaced from each other when placed on theopposite side of the switch bar 23. Resilient detents ist and at?) areattached to the ties 2i and 22 respectively and resiliently bear againstthe side edges of the switch bar When the switch is in one position. one0t these detents will engage with the notch 4 -3. Then it is in theopposite position. the other detent will engage with the notch. Asillustrated in Fig. 6, two pair of notches may be provided in the switchrod 23 and the detents will engage simultaneously with one of each pairof notches. Thus the action of both springs is used to hold the point inposition. I have found by experiment that one spring detent is usuallysutlicient. As illustrated, each detent simply consists of a strip ofspring metal attached at one end to the adjacent tie and its free endformed with a- V-shaped bend which engages with the notch 43. I do notwish to be limited. however, to the exact t'orm of these detents.

My invention is very simple, easily made, cheaply applied and isentirely effective in practice. Ordinary railroad material is used forthe purpose and the switch does not necessitate any peculiar r'orm offrog or switch point. It may be applied to tracks already in use anddoes not readily get out of order. The levers 30 and 35 may be shiftedby any suitable appliance upon the car, but. preferably 1 provide eachcar with a downwardly projecting actuating member such as a post,metallic roller, lug or other like. actuating device as may be desiredwhich is disposed upon the right hand side of the car, preferablyattached to and beneath the lower arch bar and which will always engagewith the lever 30 or the lever 35 it the free end of the lever isturned. inward. I have not believed it necessary to show the car withthe actuating device thereon but have indicated this actuating memberdiagrammatically and designated it 46.

One of the principal advantages of my invention lies in the fact that byusing the double frog rails 5 and 6 and by shifting these frog rails, Isecure not only a continuous bearing surface from the points to therails 2 or 3, but also provide a guard positively preventing derailmentat the junction of the rails 2 and 3.

My invention is best adapted to electric street car systems. It is alsoadapted to lramways and particularly to mine trainways. It permits carsand trams to pass each other without interruption and without thenecessity of a switch tender.

\Vhile I have shown the switch as applied to a double turnout connectedat opposite ends to a main line, it will be of course understood that itmight be used for the purpose of connecting two branch lines to a mainline, or connecting a main line to a branch. It of course can be used onsteam railroads where it is desired to provide for trains passing ineach direction. Vhere it is desired to run a t'ain in at either end ofthe switch, of course the switch would have to be thrown by hand.

It will be understood that I do not wish to limit myself to any'specificmeans for pivotally supporting the switch points as these switch points,as before explained, might be attached to the adjacent rail sections by.means of fish plates or angle bars, or a pivotal joint might beprovided between the ends of the switch points and the rail sections,and it is within the intent of my invention that the switch points maybe supported in any suitable manner which will permit the points toshift laterally. Neither do I wish to limit myself to any particularmeans for actuating the operating levers as there are a large number ofdifferent devices which could be applied to a car and which would act tothrow these operating levers.

\Vhat I claim is:

In an automatic switch, the combination with two relatively convergingtracks and a main track whose rails connect with the outer rails of theconverging tracks, of frog rails disposed one on each side of thejunction of the converging tracks, each frog rail being pivotallysupported at its butt end by diverging lead rails permanently supportedand extending from the butt ends of the frog rails, divergent switchpoints coacting with the lead rails and disposed between the rails ofthe main track, a rod connecting the free ends of the frog rails. alever pivoted at its middle and connected at one end to said rod, anoperating rod shit'table in the direction of its length and connected tothe opposite end of the lever, a transversely extending switch barconnecting the switch points, bell crank levers, one for each frog railconnecting rod and switch point connecting rod, each bell crank leverhaving an arm thereof connected to the adjacent switch rod, the otherarms of the bell crank levers being connected to each other by alongitudinally extending connecting rod, a longitudinally extending,horizontally movable pivoted switch operating lever mounted adjacent toand parallel With the outer rail of one of the diverging tracks, a bellcrank lever, and a connecting rod operatively connecting said switchoperating lever to the bell crank lever opposite the frog, alongitudinally extending, horizontally movable switch operating levermounted adjacent to and parallel with one of the rails of the maintrack, and bell crank levers and connecting rods operatively connectingthe last named switch operating lever with the switch bar of the points,and means for yieldingly holding the switch points in either of theirthrown positions.

In testimony whereof, I afiix my signature in presence of two witnesses.

. LQN HASSELL. [1,. a] Vitnesses W. S. VVELon", J. A. Es'rns.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, I). G.

